深圳市职住空间分布特征及对居民通勤行为影响研究

发布时间：2018-01-20 13:47

本文关键词： 职住空间通勤行为职住率均衡指数　出处：《哈尔滨工业大学》2015年硕士论文　论文类型：学位论文

【摘要】：居住和就业是城市居民日常生活工作联系最为密切的两个场所,形成城市居民在城市空间中活动最为主要的两个锚点,而连接居住地和就业地的通勤则是城市日常生活中最为主要的交通出行行为。职住地的空间分布直接影响了城市居民的通勤行为,从而影响人们的生活质量。随着城市化进程的深入和城市规模的扩张,城市职住分离现象越来越严重,并导致长距离通勤行为,引发交通拥堵、环境污染等城市问题。所以研究城市职住空间分布及它对居民通勤行为的影响是十分有必要的。国外主要从城市规划角度关注城市空间分布,研究侧重导致职住空间失衡的制度性因素,给予弱势群体人文关怀。而国内主要偏向一些城市的实证研究。正是基于这样的研究环境背景下,本文以深圳市为研究对象,研究深圳市职住空间分布及对居民通勤行为的影响。研究中对2000年深圳市职住空间分布进行了分析,并采用2005年的居民通勤数据研究深圳市居民通勤距离和通勤方式特征,从职住空间关系和街道均衡性两个测度研究对居民通勤行为的影响,通勤行为包括通勤距离和通勤方式,采用的指标是职住率和本文构建的均衡指数。采用空间分析和数理统计的方法,建立了多元回归模型和logit模型。职住率能反映出街道的功能性质对居民通勤行为的影响,街道均衡指数可以衡量街道自足性对居民通勤行为的影响。整体看来,深圳以居住为主的街道比以就业为主的街道多。特区内职住空间分布情况两极分化,居住型街道主要沿沿海和特区内分布,特区外以就业为主导的街道较多。从街道均衡性角度看,特区内街道职住均衡两极化,特区内职住不均衡的街道,主要是职位数较多,而居民较少,吸引大量流动通勤来街道内工作。职住空间对居民通勤行为的模型结果显示,职住率的提高可以减少居民平均通勤距离,职住率每提高1个单位,通勤距离就缩短0.375 km。职住率越高的街道,居民可选择的就业机会就越多,这样就可以避免长距离择业,减少通勤距离,职住率提高会促使步行、自行车和摩托车通勤方式的增加。均衡指数的提高会增加居民平均通勤距离,均衡指数每提高1个单位,通勤距离就增加0.134 km,均衡指数越低,居民平均通勤距离越短,相对于第二类地铁、公共大巴、公共小巴、的士及单位班车或小区巴士通勤方式,选择步行、自行车和摩托车通勤方式的人越多,街道自足性越高,越平衡。
[Abstract]:Residence and employment are the two most closely related places of daily life and work of urban residents, forming the two most important anchors of urban residents' activities in urban space. The commuting between the place of residence and employment is the most important traffic behavior in the daily life of the city, and the spatial distribution of the occupation place directly affects the commuting behavior of the urban residents. With the deepening of urbanization and the expansion of urban scale, the phenomenon of separation of occupation and residence is becoming more and more serious, which leads to long-distance commuting behavior, causing traffic congestion. Environmental pollution and other urban problems. So it is very necessary to study the urban occupational space distribution and its impact on residents commuting behavior. Foreign countries mainly focus on urban spatial distribution from the perspective of urban planning. The study focuses on the institutional factors that lead to the imbalance of occupation and housing space, and gives humanistic care to the vulnerable groups. However, the domestic empirical research is mainly biased towards some cities. It is precisely based on this research environment background. This paper takes Shenzhen as the research object to study the spatial distribution of occupation and residence and its influence on the commuting behavior of residents in Shenzhen. In the study, the spatial distribution of occupation and residence in Shenzhen in 2000 was analyzed. Using the data of residents commuting in 2005, this paper studies the characteristics of commuting distance and commuting style in Shenzhen, and studies the influence on the commuting behavior from two measures: the relationship between occupation and living space and the street equilibrium. Commuting behavior includes commuting distance and commuting mode. The indicators are occupation occupancy rate and equilibrium index constructed in this paper. Spatial analysis and mathematical statistics are used. The multivariate regression model and logit model are established. The occupation and occupancy rate can reflect the influence of the function of the street on the commuting behavior of residents. Street equilibrium index can measure the impact of street self-sufficiency on the commuting behavior of residents. On the whole, there are more residential streets than employment-oriented streets in Shenzhen. Residential streets are mainly distributed along the coast and in the SAR, and there are more employment-oriented streets outside the SAR. From the perspective of street equilibrium, the street in the SAR is polarized in terms of balanced occupation and occupation, and the streets in the Special Administrative region are not balanced in terms of occupation and housing. The main reason is that there are more jobs and fewer residents attract a large number of mobile commutes to work in the street. The results of the model show that the increase of occupation and occupation rate can reduce the average commuting distance of residents. The higher the occupation rate, the more employment opportunities the residents can choose, which can avoid long distance employment and reduce commuting distance. The increase of occupational occupancy rate will promote the increase of commuting mode of walking, bicycle and motorcycle. The increase of equilibrium index will increase the average commuting distance of residents, each unit of increase of equilibrium index. The commuting distance increased by 0.134 km. The lower the equilibrium index, the shorter the average commuting distance of residents, as compared with the commute mode of type II MTR, public bus, public light bus, taxi and unit bus or residential bus. The more people who choose to walk, bike and motorcycle commutes, the more self-sufficient and balanced the streets are.
【学位授予单位】：哈尔滨工业大学
【学位级别】：硕士
【学位授予年份】：2015
【分类号】：U491;TU984.113

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